Compressed fluid motor

ABSTRACT

A compressed fluid motor has a plurality of cylinders with a piston and a piston rod. A main bearing is concentric with a crankpin and coupled to a shaft. Compressed fluid on the piston pushes on the main bearing via its corresponding piston rod. Bearing guide plates hold the one or more piston rod in place on the main bearing. A timing and control mechanism controls flow of compressible fluid to press on the piston and turn the shaft to perform work.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority benefits under 35 U.S.C. §§119(e) and120 to U.S. provisional application No. 60/970,838 filed on Sep. 7,2007. Such provisional application is incorporated herein by referenceas if set forth in full herein.

BACKGROUND OF THE INVENTIONS

1. Technical Field

The present inventions relate to motors and, more particularly, relateto compressed fluid motors.

2. Description of the Related Art

Public awareness and recent legislation has brought upon a need for aclean and environmentally responsible motor technology. Fuel burningengines are designed to consume refined fossil fuels but still produceunhealthy emissions. Higher fuel costs and maintenance costs are nowassociated with fuel burning engines. Previous attempts with fuelengines using straight line force to convert to rotary motion has beenoffered but with unsuccessful results. The most popular is the Bourkeengine. This gasoline engine never achieved recognition and still wouldrely on fossil fuels as the source of power.

Electric motors are efficient but use large amounts of power forcontinuous usage. The limiting factor appears to be the storage of heavybattery cells for mobile applications. Recharging requires hours and therange of travel does not allow for extended distances. The spent storagebatteries are a potential hazard to the environment if not disposed ofproperly. High expenses associated with constant recharging, maintenanceand eventual battery replacement would be required. An alternative motoris required because of these shortcomings in current technology.

SUMMARY OF THE INVENTIONS

A compressed fluid motor with a rotational shaft produces 360 degreeaxial motion. The compressed fluid motor can be constructed withhorizontally opposed cylinders, vertically opposed cylinders, or both.This unique arrangement has been found to be the most effective way ofimposing effective linear motion from the cylinder piston rods into arotation mass to allow a shaft or more than one shaft to move or turn aload. The properly designed compressed fluid motor will achieve fulladvantage of converting linear motion into rotational motion through theshaft. The torque potential of the rotating shaft will be similar to theoutput of the compressed fluid cylinders.

An object of the present inventions is to provide a viable alternativeto electric motors and combustible engines. The compressed fluid motorcan be used for any application that requires rotational motion toperform a duty. The compressed fluid motor could be as useful aselectric motors or gas engines of similar size to perform the same work.This compressed fluid motor could be utilized into new product designsand advanced applications.

The details of the preferred embodiments and these and other objects andfeatures of the inventions will be more readily understood from thefollowing detailed description when read in conjunction with theaccompanying drawings wherein:

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a cutaway, side view of the compressed fluid motoraccording to an embodiment of the present inventions;

FIG. 2 illustrates a cutaway, isometric view of the compressed fluidmotor according to an embodiment of the present inventions;

FIG. 3 illustrates a timing diagram of the compressed fluid motoroperation for left cylinder 140 according to an embodiment of thepresent inventions;

FIG. 4 illustrates a timing diagram of the compressed fluid motoroperation for right cylinder 141 according to an embodiment of thepresent inventions; and

FIG. 5 illustrates an exploded view of the cutaway, isometric view ofthe compressed fluid motor of FIG. 2.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention relates to a compressed fluid motor with arotational shaft to produce motion as an alternative to all electricmotors and combustible engines for current and future applications.Electric motors of any power usage or any combustible type engine couldbe replaced with this compressed air motor. This movement would besimilar to that of a shaft on an electric motor or the shaft of acombustible engine. The compressed fluid medium will be any compressiblegas to include but not limited to; air, nitrogen, propane, natural gas,steam, carbon dioxide, etc. This also applies to any compressible liquidto include but not limited to; hydraulic fluid, water and/or any othercompressible liquid deemed safe and appropriate for this application.The pressures for this compressed fluid medium would be from zero PSI(Pounds per Square Inch) to any pressure that could be used to exertforce and create motion in this compressed fluid motor.

The motor is comprised of common and unique components to impartrotation to a shaft or shafts. The following components and drawingsexplain the motor:

FIG. 1 illustrates a cutaway, side view of the compressed fluid motoraccording to an embodiment of the present inventions. FIG. 2 illustratesa cutaway, isometric view of the compressed fluid motor according to anembodiment of the present inventions.

The main body 110 is the support structure for the inner and outerworkings of the compressed fluid motor. The main body 110 can be anyshape or size to accommodate the interior and/or exterior components fora complete or sub assembled unit. The material of the body can be anyplastic, wood, metal and/or any man made or natural material that can beeffectively used for this intended purpose. The compressed fluidcylinders will be mounted coaxially and oppositely in relation to thebody and the shaft 116. The final design may be one or more shafts.

The cylinders may be of any design in regards to shape or volume as tohave a cylinder body, piston body, piston rod 130, pressure ports andseals or rings to compress the above mentioned fluid mediums. The methodof connection of the cylinders to the main body 110 can be but notlimited to threading, bolting, welding, casting into a single piece, anymeans necessary to connect cylinders in the same arrangement as thiscompressed fluid motor. The cylinders could be special purpose for thisdesign or made or purchased in a commercial market. The cylinders are ofa double acting design, however, only in pressurized in push, as thepiston rods 130 are facing each other. This creates a desirablemechanical advantage as the cylinder output forces are greater whenpressure is applied at the cap end (pressure on full face of pistonbody). The cylinders can be used in any combination with a preference ofmultiples of two cylinders. A compressed fluid motor of this design canbe assembled with two, four, six, eight, etc. number of cylinders asdeemed appropriate for the desired power output.

The head end port of the cylinder may be used, but not limited to, forextra force through pressurization or vacuum to assist the compressedfluid motor to reverse or forward motion. The pressurized cylinderpiston rods 130 will cause motion to the main bearing 122, crankpin 123,flywheels 114 and shafts 116 by means of bearing guides 120 and bearingguide plates 124. Each piston rod 130 will be connected to a bearingguide 120. The method of connection can be but is not limited tothreading, welding, pinning, casting of a one-piece component. Thebearing guides 120 rest on the main bearing 122 which is mounted onto acrankpin 123.

The main bearing 122 will be designed to allow full rotation inclockwise or counter-clockwise at the will of the forces involved. Thebearing guides 120 will be designed to withstand the forces ofcompression of the sliding force of the inner works. The crankpin 123 isconnected to two flywheels 114 of the same proportion for full balance.The crankpin 123 will be designed with an appropriate material ofsufficient size and tapered ends for positive location into theflywheels 114. The flywheels 114 will be of sufficient design towithstand the forces of the compressed fluid cylinder forces andtransfer the linear power exerted onto the crankpin 123 to turn theshaft 116 or shafts 116 for a full 360 degrees in slow or rapidsuccession. This will be a full rotation of the shaft 116.

The shaft 116 or shafts 116 will be mounted into the center of eachflywheel 114 and will be of sufficient length to be suspended by doublerow bearings and seals 175 then pass through a cover plate 112 toconnect to any type of device to harness the rotational motion of theshaft 116 or shafts 116. The bearing plates 124 allow the main bearing122 to rotate freely and the bearing guides 120 to move back and forthin a controlled synchronized manner.

Minor components for assembly may include machine screws, o-rings orflat seals, bearings, pins, etc. The final design may or may not containany number of solutions to meet the requirements to safely contain theinner and/or outer workings of this compressed fluid motor. Thematerials chosen for each component could be any material man made ornatural materials as to meet the requirements of the design. Anycombination of said parts which can be arranged to perform this samefunction may be considered an advance of this primary design.

Control components are commercially available and sufficient informationof selecting these devices is available. The control components are asfollows but not limited to: Two solenoid operated directional controlvalves 155. Two cylinders 140 and cylinder 141 of equal design with samebore and stroke. Two reed switches 150 normally open mounted at cap endof each fluid cylinder. Two reed switches 151 normally closed mounted athead end of each fluid cylinder. Two relays to continue electricalcurrent through a full power stroke. Fittings of sufficient size andpressure rating to connect all devices. Tubing for distribution of anycompressed fluid medium will be any compressible gas to include but notlimited to; air, nitrogen, propane, natural gas, steam, carbon dioxide,etc. This also applies to any compressible liquid to include but notlimited to; hydraulic fluid, water and/or any other compressible liquiddeemed safe and appropriate for this application. The tubing could bebut not limited to plastics or metal of sufficient pressure rating.

Compressed fluid is controlled through solenoid operated directionalcontrol valves 155 at cylinder 140 and cylinder 141. This is timed andcontrolled release of fluid into each cylinder 140 and 141. The magneticpistons 134 and piston rods 130 are connected through bearing guides 120and bearing guide plates 124. The linear motion is converted intorotational motion with the bearing guides 120 pushing the main bearing122 into a 360 degree controlled and balanced motion into the crankpin123 and flywheels 114. The shaft 116 or shafts 116 at the center of theflywheels 114 would be connected to the work. The work could be apulley, shaft or other type of coupler. The primary principle ofoperation is achieved through converting the linear motion of compressedfluid cylinders 140 and 141 into a main bearing 122 to cause arotational force into the flywheel 114 and shaft 116 or shafts. Thearrangement can be modified to perform the same functions with designchanges. The actual size of this compressed fluid motor can also bescaled up or down to fit the parameters of the work required. The innerworkings (main bearing 122, crankpin 123, flywheels 114, shafts 116,bearing guides 120, and bearing guide plates 124) in one embodiment areindividual components. The shaft can comprise a removable flywheel andremovable crankpin coupled with a key and keyway for maintenance orcustomization. This same device could be achieved in another embodimentby making a single, one piece, flywheel 114, crankpin 123 and shaft 116.This assembly could be made of wood, plastic, metal and any other manmade or natural materials.

The magnetic pistons 134 are at a fixed distance apart and move as onepart connected by the piston rods 130, bearing guides 120 and bearingguide plates 124 as shown in FIG. 1. As the assembly moves back andforth the bearing guides push the main bearing into a 360 degree motionon a fixed path around the centerline of the shaft 116. The main bearing122, crankpin 123, flywheels 114 and shafts 116 move as one assembly.This assembly converts linear motion from the pistons into a rotaryforce into the main bearing and assembly.

FIG. 3 illustrates a timing diagram of the compressed fluid motoroperation for left cylinder 140 according to an embodiment of thepresent inventions and FIG. 4 illustrates a timing diagram of thecompressed fluid motor operation for the right cylinder 141 according toan embodiment of the present inventions.

The magnetic piston 134 located in cylinder 140 is at the full retractposition. The magnetic strip 132 in cylinder 140 closes the normallyopen reed switch 150 on cylinder 140. The reed switch 150 on cylinder140 sends an electrical signal to the relay to maintain power to thevalve 155 on cylinder 140. The valve 155 on cylinder 140 opens andallows pressure into cylinder 140 to advance the magnetic piston 134 incylinder 140 forward. The main bearing 122 and crankpin 123 begins torotate around the centerline of the shaft 116 in FIG. 2. The magneticpiston 134 of cylinder 140 advances to a full extend position. Thenormally closed reed switch 151 deactivates the relay and power to thevalve 155 on cylinder 140. The pressure is removed and the valve 155 oncylinder will exhaust and allow the pressure to escape. The main bearing122, crankpin 123, flywheels 114 and shaft 116 have moving 180 degreesfrom the start position. The magnetic piston 134 located in cylinder 141is at the full retract position. The magnetic strip 132 in cylinder 141closes the normally open reed switch 150 on cylinder 141. The reedswitch 150 on cylinder 141 sends an electrical signal to the relay tomaintain power to the valve 155 on cylinder 141. The valve 155 oncylinder 141 opens and allows pressure into cylinder 141 to advance themagnetic piston 134 in cylinder 141 forward. The main bearing 122 andcrankpin 123 begins to rotate around the centerline of the shaft 116 inFIG. 2. The magnetic piston 134 of cylinder 141 advances to a fullextend position. The normally closed reed switch 151 deactivates therelay and power to the valve 155 on cylinder 141. The pressure isremoved and the valve 155 on cylinder will exhaust. The main bearing122, crankpin 123, flywheels 114 and shaft 116 have moving 360 degreesfrom the start position. The pressure cycle, start position, beginsagain for cylinder 140.

An electrical power source would be necessary to allow the reed switches150 and 151, relays and valves 155 to activate for this design. Advanceddesigns of this compressed fluid motor may add or remove the electronicsor shift the valve 155 through auxiliary fluid lines.

FIG. 5 illustrates an exploded view of the cutaway, isometric view ofthe compressed fluid motor of FIG. 2. Like members in FIG. 2 areillustrated in FIG. 5 with like reference numerals. External piston rodopenings 143 and 144 are labeled in this exploded view. Also, bodypiston rod openings 117 and 118 are labeled in this exploded view. Theone external piston rod opening 143 of the one external cylinder 140 issecured onto the body piston rod opening 117 of the crankcase body 110.The other external piston rod opening 144 of the other external cylinder141 is secured onto the other body piston rod opening 118 of thecrankcase body 110. While threads are illustrated in the one embodimentof FIG. 5, as discussed above with respect to FIGS. 1 and 2, a removableconnection of the external cylinders 140 or 141 to the crankcase body110 can be accomplished in other ways such as bolting. As discussedabove with respect to FIGS. 1 and 2, external cylinders 140 and 141 canbe commercially available cylinders purchased in a commercial market.

Other components not mentioned are a storage device for mobileapplications. This storage device could be a compressed fluid vessel ortank. It is also possible to produce compressed fluid at the point ofuse in a mobile or stationary application. A safety lockout device isrecommended. This device would halt all pressure to the compressed fluidmotor and all components in the circuit.

The use of the word “motor” is relevant to the understanding anddescription of this device. The word “motor” implies a device to moveobjects at a controllable and sustainable rotating motion. A “fluidmotor” best describes what the device is and by what means it operates.Similar devices that use vanes or impellers use the word “motor” todescribe their device. The comparison of the electric motor vs. theinternal combustion engine would support the description of this deviceto be considered a “motor” as it turns or spins around the shaft 116 butdoes not consume, by ignition, the power source to induce the rotatingmotion.

Pressure for full stroke (advantage over a gasoline type engine): Themechanical advantage of this motor design is by the use of straight linemotion into pushing the main bearing 122 into a continuous 360 degreemotion. This controlled motion has a distinct advantage over the typicalgasoline engine by applying the pressure through the full revolution. Agasoline engine applies pressure to the top of the piston only at thehighest point in the cylinder. This compressed fluid motor appliespressure for the full length of the piston travel. This sustainedpressure allows this motor to achieve higher torque output then anygasoline engine equal in size and weight. The revolutions per minute(RPM) and torque values are controlled and repeatable for practical workto be performed. Higher torque can be achieved by allowing thecompressed air into the cylinder for the full stroke length. Higherrotational speed can be achieved with higher pressures, quick actingvalves and switches.

Recapturing of compressed fluid once passed through the compressed fluidmotor would be useful for other features or motors in a secondary systemfor regeneration. The fluid would pass through the compressed fluidmotor and could be returned to a secondary low pressure tank. Theadvantage would be that it is easier to compress fluid from 100 PSI (7bar) to 200 PSI (14 bar) then to go from 14.7 PSI (1.03 bar) to 200 PSI(14 bar). The 200 PSI (14 bar) would also be available as a reserve forstartup or extra boost to the system.

The process of storing compressed air and reintroducing compressed fluidfrom the motor would be relevant for maximum efficiency of an enclosedcircuit. The compressed fluid motor could be allowed to continuallyoperate and be driven by a transmission, pulley, belt or other means forthe purpose of placing compressed fluid back into the system. Such couldbe applied to regenerative braking through the use of valves 155 placedin the circuit with an advantage of increased range and usefulness ofthe compressible fluid motor in mobile applications.

The use of electronics over mechanical controls for the compressed fluidmotor provides flexibility. The converting of linear motion intorotational motion requires is novel and performs well in bench testing.This design is not complex but underutilized as a prime mover. Theprototype compressed fluid motor (bench tested without a load) wascapable of 750 revolutions per minute (RPM) at 40 PSI (2.8 bar). Thebearing and seal 175 were rated for 10,000 RPMs and the cylinders 140and 141 were rated for 250 PSI (17.5 bar). Limitations for this benchtest were the compressor (150 PSI or 10.5 bar maximum) which could beovercome with a 3000 PSI (210 bar) tank and pressure regulator set to250 PSI (17.5 bar).

Mechanical valve arrangement: The compressed fluid can be introducedinto the cylinders 140 and 141 by means of mechanical controls. Amechanical intake valve would open and allow pressure into the cylinder140 and 141, push the piston through full stroke and then close torelease the pressure through an exhaust valve. This would be done with apush rod located through the case and timed to the position of the mainbearing 122 or flywheels 114. This assembly would be beneficial forfixed applications that would not require the flexibility thatelectronics would provide.

The opening and closing of the valves 155 can be adjusted to achieve andmaintain the ideal operation and requirements of the compressed fluidmotor. The valve 155 timing would be preset for maximum speed and/ormaximum torque for desired operation.

Further developments of this fluid motor would be to add or removeelectrical components for desired fluid motor operation. Electricalcontrols could be replaced or supplement with air controlled valves,mechanical valves or any other means to pressurized or exhaust thecylinders.

Conclusions and further advantages. These cycles are completed in rapidsuccession and will create useful work similar to that of a combustionengine or an electric motor. The compressed fluid motor will has thetorque characteristics of an electric motor with pressure developedthrough the entire cycle and movement of the shaft. Maintaining pressureinto the cylinders will allow for more torque and revolutions perminute. The power derived from this compressed fluid motor will producemore power than any combustion engine of equivalent cylinder volume.This compressed fluid motor could be useful for mobile or stationaryapplications as an alternative to an electric motor and/or internalcombustion engine. The present invention provides a compressed fluidmotor with power generation of a low weight to power ratio in favor ofthe mechanical advantage of converting linear motion into rotationalmotion.

Although the inventions have been described and illustrated in the abovedescription and drawings, it is understood that this description is byexample only, and that numerous changes and modifications can be made bythose skilled in the art without departing from the true spirit andscope of the inventions. Although the examples in the drawings depictonly example constructions and embodiments, alternate embodiments areavailable given the teachings of the present patent disclosure. Forexample, although examples for compressed fluid are disclosed, theinventions are also applicable to suction or vacuum of fluids instead ofcompression of fluids.

What is claimed is:
 1. A compressed fluid motor, comprising: acrankcase; a crankshaft rotatably disposed within the crankcase; aplurality of cylinders associated with the crankcase; a plurality ofpistons, each piston slidably disposed within each cylinder; a pluralityof piston rods each connecting each piston to the crankshaft; aplurality of electric control valves each associated with each cylinder;an electric control configured to control timing and operation of theelectric control valves, the electric control being connected to theplurality of electric control valves and configured to sequentiallyoperate and pressurize the cylinders to operate the compressed fluidmotor.
 2. A compressed fluid motor according to claim 1, wherein thepiston rods are fixedly coupled to the pistons so that the pistons donot pivot upon rotation of the crankshaft.
 3. A compressed fluid motoraccording to claim 1, wherein the crankcase is provided with a bearingguide and a main bearing configured to provide rotational motion to thecrankshaft.
 4. A compressed fluid motor according to claim 1, whereinthe compressible fluid is chosen from the group consisting of air,nitrogen, propane, natural gas, steam, and carbon dioxide.
 5. Acompressed fluid motor according to claim 1, wherein each pistoncomprises a magnetic piston strip; and the valve control comprises reedswitches and solenoid valves adapted to each cylinder to cooperate withthe magnetic piston strip of the respective piston to time and controlthe flow of the compressible fluid.
 6. A compressed fluid motoraccording to claim 1, wherein the crankshaft further comprises aflywheel.
 7. A compressed fluid motor according to claim 1, wherein theplurality of cylinders are configured as an opposing pair of cylinders.8. A compressed fluid motor according to claim 1, wherein each controlvalve is coupled to each cylinder.
 9. A compressed fluid motor accordingto claim 8, wherein each cylinder comprises a cylinder port; and arespective control valve is mounted externally on each respectivecylinder assembly at the respective cylinder port.
 10. A compressedfluid motor according to claim 3, wherein the crankshaft comprises aremovable flywheel and removable crankpin.
 11. A compressed fluid motoraccording to claim 1, wherein the compressed fluid motor is a pneumaticmotor.
 12. A compressed fluid motor according to claim 10, wherein thecrankshaft comprises a removable flywheel, removable crankpin, bearingguide, and a main bearing.
 13. A compressed fluid motor according toclaim 1, wherein each of the cylinders are separate components connectedto the crankcase.
 14. A compressed fluid motor according to claim 13,wherein each of the cylinders are configured to be removably connectedto the crankcase.
 15. A compressed fluid motor according to claim 14,wherein each of the cylinders are mechanically connected to thecrankcase.
 16. A fluid motor, comprising: a crankcase; a crankshaftrotatably disposed within the crankcase; a plurality of cylindersconnected to the crankshaft; a plurality of pistons each slidablydisposed within each of the plurality of cylinders; a plurality ofpiston rods each connecting each piston to the crankshaft; a pluralityof electric control valves each operationally connected to eachcylinder; an electric sensor configured for detecting the position ofthe pistons within the cylinders; and an electric valve control unitconnected to the electric sensor and electric control valves, theelectric control unit configured to receive the detecting signal fromthe electric sensor and generate an electric control signal to open andclose the electric control valves in a timed sequence based on detectedpositions of the pistons to selectively supply and pressurize thecylinders with a compressible gas to drive the crankshaft of themultiple cylinder fluid motor.
 17. A motor according to claim 16,wherein the electric control valve is configured to sequentiallypressurize an upper portion of the cylinder located above the piston.18. A motor according to claim 17, wherein the electric control valve isdirectly connected to an upper portion of the cylinder.
 19. A motoraccording to claim 16, wherein the electric sensor is configured todetect the location of at least one piston at different positions withina particular cylinder.
 20. A motor according to claim 19, wherein theelectric sensor is a plurality of electric sensors.
 21. A motoraccording to claim 20, wherein each electric sensor is associated witheach cylinder and spaced apart a distance along a length of thecylinder.
 22. A motor according to claim 16, wherein each electriccontrol valve is operationally connected to an upper portion of eachcylinder located above the piston.
 23. A motor according to claim 22,wherein each electric control valve is connected via a conduit to eachcylinder.
 24. A motor according to claim 23, wherein each electriccontrol valve is connected to a cylinder head of each cylinder.
 25. Amotor according to claim 24, wherein each electric control valve isconnected at a top center of each cylinder head of the cylinder.
 26. Amotor according to claim 16, wherein the electric sensor is a reedswitch associated with at least one cylinder and a magnet connected tothe piston slidably disposed within the at least one cylinder and themagnet configured to activate the reed switch.
 27. A motor according toclaim 19, wherein the electric sensor is a plurality of spaced apartreed switches associated with at least one cylinder and a magnetconnected to the piston slidably disposed within the at least onecylinder and the magnet configured to sequentially activate the reedswitches.
 28. A motor according to claim 26, wherein the at least onereed switch is mounted on an external surface of the respective at leastone cylinder, and spaced apart along a length of the respective at leastone cylinder.
 29. A motor according to claim 27, wherein a lower reedswitch is configured to be normally open and on at 0°, off at 180°, andon at 360° based on the position of the piston within the cylinder. 30.A motor according to claim 27, wherein an upper reed switch isconfigured to be normally closed and momentarily turned off and on at0°, 180°, and 360° based on the position of the piston within thecylinder, each for a short duration.
 31. A motor according to claim 16,wherein the electric control is configured to operate the electriccontrol valves to provide pressure at 0°, exhaust at 180°, and pressureat 360° based on the position of the particular piston in the cylinder.32. A motor according to claim 16, wherein at least two of the cylindersare horizontally opposed.